Cooling systems for internal combustion engines

ABSTRACT

A cooling system which comprises one or more cooling jackets secured to or otherwise formed with the head plate of an internal combustion engine and in close proximity to the cylinder heads of the engine. Each jacket is closely adjacent to and surrounds a spark plug associated with a cylinder. Furthermore, each of the jackets is connected to a heat exchanger, such as a radiator, through coolant delivery and return lines. A metal composition which is in a solid state at non-operating temperatures of the engine and is changed to a liquified state by the heat of the engine, when operating, serves as the coolant, and during operation is continually circulated through the jackets surrounding each of the spark plugs to cool the portions of the engine adjacent thereto. By virtue of cooling the immediate areas of the engine in proximity to the spark plugs, the heat of combustion can be rapidly dissipated which allows the engine to be operated at optimum temperatures, thereby increasing the operating efficiency, without the attendant problems incident to the presence of localized excess temperature conditions normally produced at or adjacent to the cylinder heads. Moreover, as a result of higher operating efficiency, the exhaust gases from engines equipped with the present cooling system contain a relatively low amount of the pollutants normally produced by internal combustion engines.

United States Patent [1 1 Barnard Oct. 16, 1973 COOLING SYSTEMS FORINTERNAL COMBUSTION ENGINES [76] Inventor: John C. Barnard, 520 EastDr.,

University City, Mo. 63130 [22] Filed: Dec. 3, 1971 [21] Appl. No.:204,559

[52] US. Cl 123/4132, 123/41.42, l23/4l.57 [51] Int. Cl. F0lp l/l0 [58]Field of Search 123/4132, 41.42, 1233/4157 [5 6] References Cited UNITEDSTATES PATENTS 3,492,977 2/1970 Fager 123/4132 3,616,729 11/1971 Fischer123/4l.42

1,384,031 7/1921 Ingram 123/4157 1,947,221 2/1934 Niven 123/41322,078,499 4/1937 Ljungstrom.. 123/4132 2,968,292 l/l961 Kelly 123/41322,969,780 1/1961 Wyczalek 123/4157 3,650,249 3/1972 Honda 123/4132Primary Examiner-C. J. Husar AttorneyCharles B. Haverstock [57] ABSTRACTA cooling system which comprises one or more cooling jackets secured toor otherwise formed with the head plate of an internal combustion engineand in close proximity to the cylinder heads of the engine. Each jacketis closely adjacent to and surrounds a spark plug associated with acylinder. Furthermore, each of the jackets is connected to a heatexchanger, such as a radiator, through coolant delivery and returnlines. A metal composition which is in a solid state at non-operatingtemperatures of the engine and is changed to a liquified state by theheat of the engine, when operating, serves as the coolant, and duringoperation is continually circulated through the jackets surrounding eachof the spark plugs to cool the portions of the engine adjacent thereto.By virtue of cooling the immediate areas of the engine in proximity tothe spark plugs, the heat of combustion can be rapidly dissipated whichallows the engine to be operated at optimum temperatures, therebyincreasing the operating efficiency, without the attendant problemsincident to the presence of localized excess temperature conditionsnormally produced at or adjacent to the cylinder heads. Moreover, as aresult of higher operating efficiency, the exhaust gases from enginesequipped with the present cooling system contain a relatively low amountof the pollutants normally produced by internal combustion engines.

20 Claims, 4 Drawing Figures PATENTEUUET 16 1975 3,765,384

plG'Z FIG.4

FIG.3

6 w/Z MKW COOLING SYSTEMS FOR INTERNAL COMBUSTION ENGINES BACKGROUND OFTHE INVENTION This invention relates in general to certain new anduseful improvements in cooling systems for internal combustion engines,and more particularly, to a cooling system which is designed to reducelocalized heat which otherwise would be present particularly in theregions around the cylinder heads of an internal combustion engine.

Most internal combustion engines presently used in automotive vehiclesand elsewhere are either aircooled or liquid-cooled. The larger boreengines by virtue of their size and relatively high compression ratios,are generally liquid-cooled and employ water or a mixture of water and ahigh-boiling alcohol, such as ethylene glycol, as the cooling medium.The smaller size engines are generally air-cooled and usually include ablower which is designed to direct a stream of air around and againstthe engine block. The blower is normally operated by the crankshaft ofthe engine.

The liquid-cooled, gasoline powered engine is designed to operate attemperatures in the range from 120 F to 180 F, and the air-cooledgasoline powered engine is designed to operate at temperatures normallyhigher than 200 F. The temperature at the cylinder heads of theseengines often exceeds 500 F, and the temperature at the spark plug gapin each of these engines may substantially exceed 500 F, extending evento a range of several thousand degrees fahrenheit and higher.

In a liquid-cooled engine, the problems created by localized hightemperature conditions are abated somewhat by virtue of the liquidcoolant that rapidly circulates through jackets around the cylinderwalls. In some cases, the head plate of the liquid-cooled engine isliquid-cooled, while in other cases the only temperature reduction ofthe head plate is achieved by airflow and by heat conductivity throughthe engine block. The head plate temperature in an air-cooled enginehowever, is usually not reduced as efficiently as the head platetemperature in a liquid-cooled engine, a major portion of heatdissipation from the head plate occurring as a result of air flow overthe engine head. Although some heat reduction occurs during the intakeand exhaust cycles in a four cycle air-cooled engine, the hightemperatures which are present at the head of the cylinder often createother problems in an aircooled engine, such as early valve fatigue,valve warpage, and the like, all of which have an adverse effect onengine efficiency and engine life. In addition, the temperature gradientacross the length of the cylinder may be quite substantial, especiallyin an air-cooled engine, thereby further reducing the overall operatingefficiency of the engine. These and other undesirable conditions areovercome by the improved engine cooling system of the present invention.

It is therefore the primary object of the present invention to providean improved cooling system for internal combustion engines which reduceslocalized temperature excesses created at or near the engine cylinderheads.

It is another object of the present invention to provide a coolingsystem of the type stated that preferably employs a metal or metalcontaining coolant which is normally solid at ambient temperatures whenthe engine is not operating but changes to a free flowing liquid whensubjected to the heat generated by operation of the engine.

It is a further object of the present invention to provide a coolingsystem of the type stated which provides relatively small temperaturedifferential gradients across the lengths of the cylinder walls of aninternal combustion engine thereby increasing the overall operatingefficiency of the engine.

It is an additional object of the present invention to provide a coolingsystem of the type stated which can be manufactured at relatively lowcost and which is highly efficient in operation.

It is also an object of the present invention to teach the use of aliquified metallic coolant for circulating through the cooling system ofan engine where it is desired to provide efficient means to carry awayand dissipate heat that may be present.

It is yet another object of the present invention to teach the use of acoolant that has both electrical conducting and heat conductingproperties.

These and other objects and advantages of the pres ent invention willbecome apparent after considering the following detailed specificationswhich covers preferred embodiments of the subject system in conjunctionwith the accompanying drawing wherein:

FIG. 1 is a view of an air-cooled internal combustion engine which isprovided with thecooling system of the present invention;

FIG. 2 is a fragmentary vertical sectional view taken along line 22 ofFIG. 1 showing a portion of a cylinder in the internal combustionengine;

FIG. 3 is a fragmentary section view taken along line 33 of FIG. 2 andfunctionally illustrating the portion of a cooling jacket of the presentsystem that surrounds a spark plug located in an engine cylinder head;and

FIG. 4 is a fragmentary horizontal sectional view taken along line 44 ofFIG. 2.

GENERAL DESCRIPTION Generally speaking, the present invention resides ina novel cooling system for use with internal combustion engines where ametallic type coolant, which has both electrical conducting propertiesand heat conducting properties is employed to carry away and dissipatethe heat generated by the engine, and particularly the heat generated byand near the spark plugs. One embodiment of the present inventiondiscloses a chamber forming member, such as a jacket, located extendingaround a spark plug at the cylinder head of an internal combustionengine. A coolant fluid inlet and a coolant fluid outlet areconnected'to this chamber forming member and to a radiator or othersuitable heat exchanger which forms part of the cooling system. A metalor metal containing coolant can remove the heat generated at the head ofthe cylinder and the heat that is generated at or adjacent to the sparkplug gap.

The coolant employed is generally a metal, a metal alloy, a metalsolution, a metal compound, or mixtures thereof in a form that is solidat the ambient temperatures of a non-operating engine. The coolantand/or its ingredients are also melted by the heat of the engine, whenoperating so that circulation thereof through the chambe forming memberand the radiator is enabled. Obviously, the subject system can andusually will be constructed to dissipate heat at all of the spark plugsand at other hot spots as well, if desired.

It is also contemplated to use coolants other than metal or metalcontaining coolants in the present invention. Such other coolantsshould, however, be relatively viscous or solid and non flowing atnormal temperatures but easily liquified and made flowable at normalengine operating temperatures. Examples of non metal containing coolantsubstances include waxes such as parafin, and these may or may notcontain particles or mixtures of other substances as desired.

The present invention can also be used with liquidcooled internalcombustion engines although some additional modification of the enginemay be necessary to prevent overloading the present means by the overallneeds of the liquid-cooling system itself. This can be accomplished bymaking the present hot spot cooling system independent of the maincooling system.

DETAILED DESCRIPTION Referring now in more detail and by referencecharacters to the drawings which illustrate practical embodiments of thepresent invention, M designates a conventional air-cooled internalcombustion engine having a block 1 which is shown divided into four ormore aligned cylinder sections 2, in the manner as illustrated inFIG. 1. The block 1 is provided with a series of horizontally extendingfins 3 which assist in aircooling of the block 1. In this connection, aconventional blower 4, which may be operated from a crankshaft (notshown) in the engine M, is also provided for generating an airflowaround the block 1.

By reference to FIG. 2, it can be seen that each cylinder section 2contains a cylinder wall 5 forming a combustion chamber 6. A cylinderhead 7 may be integrally formed with the cylinder wall 5 as illustrated,or secured thereto by means of head bolts (not shown) in anyconventional manner. A piston 8 is movable within the cylinder wall 5and may be conventionally provided with piston rings r. The piston 8 isnormally connected to the crankshaft of the engine M by means of aconnecting rod in the usual manner (also not shown). A valve cover 9 isremovably secured to the engine block 1 for housing an intake valve 10and an exhaust valve 11 associated with each cylinder section 2.

The present invention provides a cooling system C which generallyincludes a coolingjacket 12 threadedly secured within an aperture formedin the upper end of the cylinder head 7, in the manner as illustrated inFIG. 2. The cooling jacket 12 is provided with a coolant chamber 13 anda coolant, of the type hereinafter described, is circulated through thechamber 13 through an inlet duct 14 and an outlet duct 15. The ducts 14and 15 are provided with sleeve type fittings 16 for connectionrespectively to a coolant delivery tube 17 and a coolant return tube 18.The jacket 12 also internally includes an integrally formed annular wall19 which provides an internal chamber 20 to accommodate a conventionalspark plug S. It can be seen that the spark plug S is also removablythreaded within a hub 21 integrally formed with the lower end of theannular wall 19, and is also insulated from the coolant which iscontained in the coolant chamber 13. By further reference to FIG. 3, itcan be observed that the spark plug S is provided with contacts P, whichextend into the chamber 6 and are located closely adjacent to theinterior surface of the cylinder head 7.

The coolant delivery tube 17 and the coolant return tube 18 areconnected to a radiator 22, which may be conventional in itsconstruction, or to some other form of heat exchanger. The radiator 22normally will be provided with cooling tubes and finned air-receivingducts surrounding the tubes so that the coolant which is introduced intothe radiator 22 through the coolant return tube 18 may be cooled forrecycling through the various jackets 12. Furthermore, the blower or fan4, will provide a sufficient flow of air through the radiator 22 inorder to achieve the necessary temperature reduction of the coolant. Ashroud or metal duct 23 may also be connected to the radiator 22 forremoving heat from the radiator 22 and directing the same to an internalheater blower (not shown), which may be located in the vehicle housingthe engine M in order to provide a supply of heated air for thepassenger compartment of the vehicle.

The present cooling system can be used with series as well as withparallel connected coolant chambers associated with the various sparkplugs and the engine hot spots to be cooled. One of the advantagesobtained particularly when this system is used with parallel connectedcoolant chambers is that this type of engine construction makes itpossible to locate the engine cylinders and associated parts relativelyclose together in the engine. This saves space and engine materials andenables the engine to be constructed to be more compact. This alsoreduces the amount of engine material that needs to be cooled. Thisadvantage is obtained regardless of the number of engine cylinders.

The coolant selected for use in the present invention is preferably ametal, a metal alloy, a metal solution, a metal compound or mixtures ofthese, which coolant preferably has the desired property of being solidat ambient temperatures which are the non-operating temperatures of theengine M, and which coolant is capable of being heated to the molten orliquid state by the heat generated by the engine when the engine M isoperating. In the molten or liquid state, the coolant should berelatively non-viscous to possess good fluid flow properties. Thecoolant preferably also possesses relatively good electricalconductivity properties as well. It has been found that certain metalcontaining coolants, including those mentioned, have the desired heatconductivity properties and also have good electrical conductivityproperties and are highly effective for use in the present invention.

As stated previously, the normal operating temperature of most gasolinepowered, liquid-cooled internal combustion engines is generally greaterthan F and the operating temperature of most gasoline powered air-cooledinternal combustion engines often exceeds 200 F. For this reason, thecoolant selected for use with the cooling system of the presentinvention, will depend to some extent on the type of internal combustionengine, including the normal operating temperatures thereof. Forliquid-cooled engines, the selected coolant preferably should have amelting point temperature of no greater than about 120 and F, and forair-cooled engines, the coolant preferably should have a melting pointtemperature of no greater than about 200 F. For diesel engines, thecoolant may have a substantially higher melting point temperature.

Some of the coolants which have been found to be suitable for use withthe present cooling system include a number of commercially availablealloys, such as the various so-called soft solders, including, withoutlimitation, the tin-zinc alloys, some of the bismuth alloys includingthose sold under the commercial names of woods metal and Lipourtz alloy,various tincadmium alloys, and tin-lead alloys, and other similarmaterials. Certain of the metal salts are also suitable as a coolantincluding zinc nitrate, zinc selenate, selenium tetrabromide, leadfluorosilicate, lead hydride, tin chloride-hydrate, tin chloride, and soforth. Various metals and metal containing substances such as galliumand gallium containing substances can also be used as the coolant. It isalso possible to use other metals alone or as ingredients of substanceswhich have even better electrical conductivity properties than the abovebut which are not solid or as solid at the non-operating conditions ofthe engine. Mercury, for example, will serve as an effective coolant. Ithas been found that coolants of the type described are highly effectivein rendering the desired heat and/or electrical transfer properties.

Metal particles which have a melting point temperature somewhat higherthan the melting point temperature of the coolant may be added to thecoolant as an additional heat transfer medium. Such metal particlesgenerally have a melting point temperature that is higher than thenormal operating temperature of the engine and higher than thetemperature achieved at the cylinder head 7. Accordingly, the metalparticles when used may always remain in their solid state, but will becarried by the coolant when it is liquified and circulated. The size ofmetal particles when used should be sufficiently small so they will notinterfere with normal fluid flow. Iron filings, nickel filings, platinumfilings, and other like filings are typical of those that may be usedfor this purpose.

While metal-type coolants are preferred, due to their relatively goodheat and electrical conductivity characteristics in some cases asindicated above it may be desirable and use certain non-metal coolantssuch as certain wax or wax-like substances, or other materials which aresolid or relatively solid at non-operating temperatures of an engine butwhich will melt and liquify when subjected to the heat generated duringoperation of the engine. For example, certain aliphatic hydrocarbonwaxes including the paraffinic hydrocarbons and other similar naturallyoccurring animal and vegetable waxes as well as the synthetic waxes, maybe used as coolants. In addition, those metal particles which may beadded to the metal-type coolants may also be added to and carried by thenon-metal coolants to increase the overall heat conductivity thereof.

The coolant is selected with the desired melting point properties sothat it will become moltant or liquid when subjected to the heatgenerated by the engine M, when the latter is operating.

The coolant selected is preferably one which has a fairly high heatconductivity coefficient enabling fairly quick melting and liquificationso hat it will start circulating and cooling as soon as possible afterthe engine is started. This also enables relatively rapid engine warm upwithout damaging the engine which is an advantage. When the liquidcoolant is circulating through each of the cooling jackets 12, thetemperature of the coolant will have risen to a temperaturesubstantially higher that its melting point temperature and willcontinue to circulate as long as the engine is on. During this time, thecoolant will also be recirculated through the radiator 22 and thetemperature reduced so that its temperature in the delivery tube 17 willbe somewhat less than its temperature in the return tube 18.Nevertheless, the temperature of all of the coolant in the system willalways remain above its melting point temperature during the operationof the engine M. However, when the engine is turned off and notoperating, the coolant may solidify and no longer be able to circulate.Thereafter, when the engine is restarted and combustion again takesplace in the various cylinders, the engine temperature will rapidly riseand reach its normal operating temperature level and hence, the coolantwill again melt and be circulated in the system as described.

The convective current fluid flow resulting from the temperaturedifferential between the coolant returned to the radiator 22 and thecoolant which is being recirculated to the cooling jackets 12 from theradiator 22 will be generally sufficient for the purposes intended,thereby avoiding the necessity of a pump. Convective current fluid flowprinciples have been recognized and are effective in many fluid flowsystems and may also be effective for the present cooling system.However, in some cases including larger engines where a large liquidflow volume is required, some form of pump could be employed.

Referring again to FIG. 1, the various components which form the presentcooling system are shown located either adjacent to, or in closeproximity to the engine block 1. For example, the radiator 22, which maybe mounted on any supporting structure such as the en gine block 1, isshown abutted against the engine block 1, and the system fluidconnections are shown against or very near to the block 1. When theengine is not operating, and is at or close to ambient temperature, thecoolant loses its latent heat of liquification and may thicken or evensolidify. Thereafter, when the engine is again operated, the coolantwill initially still exist in its thick or solid state and thiscondition will persist until the engine is heated sufficiently toliquify the coolant so that it can circulate. Inasmuch as all or most ofthe components of the cooling system are either in contact with, or arevery closely spaced to the engine block 1, as explained, the coolant inthe cooling system will more or less simultaneously liquify, therebyusually avoiding the necessity of auxiliary initial heating equipment.This will take place relatively rapidly due to the rapid manner in whichthe engine will generate heat particularly near the areas where thespark plugs are located and combustion takes place.

If the radiator 22 were located to be spaced from the engine block, thenit might also be necessary or desirable to provide auxiliary heatingmeans to heat and liquify the coolant contained therein and in thedelivery and return tubes 17 and 18 associated therewith. The importantthing is that as much of the coolant be liquified as rapidly as possibleso that circulation will commence and normal engine cooling will takeplace. If there is a lag between the time the engine starts and the timethat the coolant begins to circulate, no harm will result since theengine will stillbe normally lubricated and overheating usually has tooccur for a prolonged period to cause damage. Also, during start up, therelatively low initial engine temperatures provide a greater heat sinkreservoir for absorbing and dissipating excessive engine heat furtherreducing the possibility of heat damage during the time necessary forthe coolant to liquify. However, because the preferred form of coolanthas good electrical, as well as heat conductivity characteristics, onceit is liquified and circulating its ability to conduct heat and cool theengine will be much better than for any other known coolant. This meansthat the engine heat will more rapidly be conducted into the coolant andit also means that the heat carried by the coolant will more rapidly beconducted to the heat exchanger or radiator thereby substantiallyincreasing the efficiency of the subject cooling system. Inasmuch as thecoolant after liquifying is continually circulating when the engine M isoperating, it will be able to substantially reduce the enginetemperature particularly in those areas of the engine where thetemperature is most likely otherwise to become excessively high.

As stated, the temperature at or near the cylinder heads 7 may exceed500 F and such high temperatures are often damaging to the engine andmay shorten engine life and they may cause undesirable operatingproblems. By using cooling systems and a coolant of the type describedherein, it has been discovered that the temperature at the cylinderheads 7 can be substantially reduced with the beneficial results ofefficiency maintained.

For multiple cylinder engines, it may be desired to use parallel coolantflow connections, although series connections are clearly alsocontemplated. In the event of parallel operation, it may be necessary toprovide separate delivery tubes 17 and return tubes 18 connected to eachof the cooling jackets 12 so that the coolant from one cooling jacket 12is not delivered to and circulated in the next succeeding coolingjacket12.

The present invention also contemplates the employment of a coolingjacket which is integrally formed in the block during the manufacturethereof, and the cooling jacket 12 would not then be threadedlyconnected to the cylinder head 7. Instead, the cooling jacket would becast into the block, and fittings would be connected to the coolingjacket, which fittings would then be connected to the delivery tubes 17and the return tubes 18. Fluid ducts could also be formed into the blockto serve as parts of the delivery and return tubes.

As a result of the improved performance and higher operatingefficiencies achieved from engines equipped with the subject improvedcooling systems, undesirable waste products such as pollutants aresubstantially reduced. This includes pollutants such as carbon monoxide,and various hydrocarbon gases and particulates which result frominsufficient oxidation of the volatile substances during combustion ofthe hydrocarbon fuel. The various nitrogenous oxides which are found inthe exhaust gases of an internal combustion engine also result largelyfrom an insufficient reducing atmosphere in the engine. By operating theengine with a higher overall efficiency, the oxidizable constituents inthe engine fuel are oxidized more efficiently and the reducibleconstituents are reduced more efficiently, thereby substantiallyreducing the amounts of pollutants contained in the exhaust gases.Hence, the present cooling systems not only increases the operatingefficiency and reduces the exhaust of undesirable waste products but italso in the process makes for more efficient combustion of the fuel anda smoother flow of the power.

Thus, there has been shown and described a novel system for use incooling engines including air-cooled and liquid-cooled internalcombustion engines, which system preferably employs a metal or metalcontaining coolant which has relatively good electrical as well as heatconducting properties to increase the cooling efficiency by increasingthe rate at which the heat generated by the engine is carried away anddissipated. The coolant employed in the present invention preferablycontains some metal, metal alloy, metal solution, or a metal compound ormixtures of a combination of the aforesaid, which coolant may becomethick and viscous or even solid or partially solid at non-operatingtemperatures of the engine but melts and becomes fluid when subjected tothe heat generated by the engine, when operating, so that easycirculation of the coolant in its liquid state is made possible. It willbe apparent to those skilled in the art, however, that many changes,modifications, variations and other uses and applications of the presentsystem and of the coolant circulated therein are possible, and all suchchanges modifications, variations and other uses and applications whichdo not depart from the spirit and scope of the invention are deemed tobe covered by the invention which is limited only by the claims whichfollow.

Having thus described my invention, what I desire to claim and secure byLetters Patent is:

1. A cooling system for hydrocarbon combustion engine which operatesthrough gas ignition means and compression means; said cooling systemcomprising a jacket with a cooling chamber therein in close proximity tosaid ignition means, a cooling medium introduceable into said coolingchamber, at least a portion of said cooling medium becoming relativelysolid at nonoperating temperatures of said engine and said mediumbecoming liquidifed when subjected to the heat generated by the engineduring operation thereof, and circulation means including the coolingchamber through which the said liquified cooling medium can circulate tocarry away some of the engine heat generated during operation.

2. The cooling system of claim 1 further characterized in that saidcooling medium comprises a metal constituent.

3. The cooling system of claim 1 further characterized in that a heatexchanger is inclined in the said circulation means.

4. The cooling system of claim 1 further characterized in that saidcooling system includes a housing attached to the engine, said coolingchamber being formed in said housing, an ignition element extending intosaid power chamber in close proximity to said cooling chamber.

5. In a hydrocarbon combustion engine having a compression chamber andmeans for igniting gas compressed therein, the improvement comprising aclosed fluid circulating system including a jacket with a coolantchamber therein at least a portion of which is in close proximity to thegas igniting means, a cooling medium positioned in said circulatingsystem for circulating therethrough including through the coolantchamber in the jacket when the engine is operating, said cooling mediumbeing characterized by being relatively non-fluid at ambienttemperatures, but becoming an easily flowing fluid when exposed to thenormal operating temperatures of th engine for circulating in thesystem.

6. In the engine defined in claim 5, the cooling medium includes asubstance that liquifies at temperatures greater than about F.

7. In the engine defined in claim 7, the cooling medium contains atleast some metal containing substance.

8. In the engine defined in claim 7, further characterized in that themetal containing substance is a relatively good electrical conductor.

9. In the engine defined in claim 8, further characterized in that themetal containing substance liquifies when subject to a temperature in arange from approximately 120 to approximately 450 F.

10. In the engine defined in claim 7 further characterized in that themetal containing substance is selected from the class consisting ofmetals, metal alloys, metal solutions, metal compounds, and mixtures ofthe foregoing.

11. In the engine defined in claim 7 further characterized in that thecooling medium contains a wax-like material.

12. A cooling system for an internal combustion engine that includes apower cylinder with a piston movably positioned therein, means forintroducing a combustible gas into the power cylinder, means forigniting the gas to move the piston on a power stroke and means toexhaust the waste products of combustion, comprising jacket meansenclosing a chamber in close heat transfer proximity to the gas ignitionmeans and to the power cylinder, means communicating said chamber withheat exchanger means, and a coolant substance positioned in said chamberand in the means communicating said chamber with the heat exchangermeans, said coolant substance being characterized by being relativelythick and non-fluid at ambient non-operating conditions of the enginebecoming highly fluid for circulation between the chamber and the heatexchanger means when subjected to the temperatures generated by theengine when operating.

13. The cooling system defined in claim 12 wherein the coolant substancecontains an ingredient that has relatively good electrical and thermalconductivity characteristics.

14. In a hydrocarbon combustion engine having a compression chamber forcompressing a combustible gas and an ignition element extending intosaid compression chamber; a first cooling jacket in close proximity to aportion of said chamber and containing a coolant which is generally in aliquid condition at nonoperating temperatures of the engine, a secondcooling jacket at least a portion of which is in close proximity to thegas ignitionmeans, said second cooling jacket being located in heatexchange relationship to said first cooling jacket and to thecompression chamber, said second cooling jacket containing a coolingmedium which is in a relatively non-fiowable condition at nonoperatingtemperatures of the engine but liquifies and becomes more fiowable whensubjected to heat generated in the compression chamber during operationof the engine.

15. The hydrocarbon combustion engine of claim 14 further characterizedin that the coolant in the second jacket includes a metal containingcomponent.

16. The hydrocarbon combustion engine of claim 14 further characterizedin that the coolant in the second jacket includes a metal containingcomponent which has relatively good electrical conductivecharacteristics.

17. The hydrocarbon combustion engine of claim 14 further characterizedin that the first and second jackets have a common wall separating them,said common wall being constructed to provide good heat transfercharacteristics between the liquid coolant in the first jacket and thecooling medium in the second jacket.

18. The method of cooling a hydrocarbon combustion engine which includesa power chamber therein and ignition means associated therewith forigniting fuel introduced thereto, said method comprising circulating acooling medium in close proximity to said ignition means so that themedium is exposed to the temperatures generated thereby, said coolingmedium being in a relatively solid non-flowing condition at nonoperatingtemperatures of said engine and said medium being liquified by the heatgenerated in the power chamber of the engine during operation of theengine.

19. The method of cooling a hydrocarbon combustion engine of claim 18further characterized in that said cooling medium contains a metalconstituent.

20. The method of cooling a hydrocarbon combustion engine of claim 18further characterized in that the metal constituent of the coolingmedium liquifies at temperatures greater than F.

- UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No.3,765,384 Dated v October 15, 1973 Inventor(s) Jdhn Barnard It iscertified that error appears in the above-identified patent and thatsaid Letters Patent are hereby corrected as shown below:

Column 2, line 64, "chambe" should be "chamber" Column 5-, line 36,"and" should be "to" Column 5, line 55, "hat" should be "that".

Column'8, vline 40, "inclined" should be "included".

Column-8, line 60, "th" should be "the" I Column 8, line 65, 7" shouldbe "5" Signed and, sealed this 9th day of April 1971;.

(SEAL) Attest: I

EDWARD ILFLETCHERJR. C. MARSHALL DANN Attesting Officer Commissioner ofPatents FORM PC4050 (10-69) USCOMM-DC 50375-1259 Q U,S, GOVERNMENTPRINTING OFFICEZ l9" 0-366-334

1. A cooling system for hydrocarbon combustion engine which operatesthrough gas ignition means and compression means; said cooling systemcomprising a jacket with a cooling chamber therein in close proximity tosaid ignition means, a cooling medium introduceable into said coolingchamber, at least a portion of said cooling medium becoming relativelysolid at non-operating temperatures of said engine and said mediumbecoming liquified when subjected to the heat generated by the engineduring operation thereof, and circulation means including the coolingchamber through which the said liquified cooling medium can circulate tocarry away some of the engine heat generated during operation.
 2. Thecooling system of claim 1 further characterized in that said coolingmedium comprises a metal constituent.
 3. The cooling system of claim 1further characterized in that a heat exchanger is included in the saidcirculation means.
 4. The cooling system of claim 1 furthercharacterized in that said cooling system includes a housing attached tothe engine, said cooling chamber being formed in said housing, anignition element extending into said power chamber in close proximity tosaid cooling chamber.
 5. In a hydrocarbon combustion engine having acompression chamber and means for igniting gas compressed therein, theimprovement comprising a closed fluid circulating system including ajacket with a coolant chamber therein at least a portion of which is inclose proximity to the gas igniting means, a cooling medium positionedin said circulating system for circulating therethrough includingthrough the coolant chamber in the jacket when the engine is operating,said cooling medium being characterized by being relatively non-fluid atambient temperatures, but becoming an easily flowing fluid when exposedto the normal operating temperatures of the engine for circulating inthe system.
 6. In the engine defined in claim 5, the cooling mediumincludes a substance that liquifies at temperatures greater than about120* F.
 7. In the engine defined in claim 7, the cooling medium containsat least some metal containing substance.
 8. In the engine defined inclaim 7, further characterized in that the metal containing substance isa relatively good electrical conductor.
 9. In the engine defined inclaim 8, further characterized in that the metal containing substanceliquifies when subject to a temperature in a range from approximately120* to approximately 450* F.
 10. In the engine defined in claim 7further characterized in that the metal containing substance is selectedfrom the class consisting of metals, metal alloys, metal solutions,metal compounds, and mixtures of the foregoing.
 11. In the enginedefined in claim 7 further characterized in that the cooling mediumcontains a wax-like material.
 12. A cooling system for an internalcombustion engine that includes a power cylinder with a piston movablypositioned therein, means for introducing a combustible gas into thepower cylinder, means for igniting the gas to move the piston on a powerstroke and means to exhaust the waste products of combustion, comprisingjacket means enclosing a chamber in close heat transfer proximity to thegas ignition means and to the power cylinder, means communicating saidchamber with heat exchanger means, and a coolant substance positioned insaid chamber and in the means communicating said chamber with the heatexchanger means, said coolant substance being characterized by beingrelatively thick and non-fluid at ambient non-operating conditions ofthe engine becoming highly fluid for circulation between the chamber andthe heat exchanger means when subjected to the temperatures generated bythe engine when operating.
 13. The cooling system defined in claim 12wherein the coolant substance contains an ingredient that has relativelygood electrical and thermal conductivity characteristics.
 14. In ahydrocarbon combustion engine having a compression chamber forcompressing a combustible gas and an ignition element extending intosaid compression chamber; a first cooling jacket in close proximity to aportion of said chamber and containing a coolant which is generally in aliquid condition at non-operating temperatures of the engine, a secondcooling jacket at least a portion of which is in close proximity to thegas ignition means, said second cooling jacket being located in heatexchange relationship to said first cooling jacket and to thecompression chamber, said second cooling jacket containing a coolingmedium which is in a relatively non-flowable condition at non-operatingtemperatures of the engine but liquifies and becomes more flowable whensubjected to heat generated in the compression chamber during operationof the engine.
 15. The hydrocarbon combustion engine of claim 14 furthercharacterized in that the coolant in the second jacket includes a metalcontaining component.
 16. The hydrocarbon combustion engine of claim 14further characterized in that the coolant in the second jacket includesa metal containing component which has relatively good electricalconductive characteristics.
 17. The hydrocarbon combustion engine ofclaim 14 further characterized in that the first and second jackets havea common wall separating them, said common wall being constructed toprovide good heat transfer characteristics between the liquid coolant inthe first jacket and the cooling medium in the second jacket.
 18. Themethod of cooling a hydrocarbon combustion engine which includes a powerchamber therein and ignition means associated therewith for ignitingfuel introduced thereto, said method comprising circulating a coolingmedium in close proximity to said ignition means so that the medium isexposed to the temperatures generated thereby, said cooling medium beingin a relatively solid non-flowing condition at non-operatingtemperatures of said engine and said medium being liquified by the heatgenerated in the power chamber of the engine during operation of theengine.
 19. The method of cooling a hydrocarbon combustion engine ofclaim 18 further characterized in that said cooling medium contains ametal constituent.
 20. The method of cooling a hydrocarbon combustionengine of claim 18 further characterized in that the metal constituentof the cooling medium liquifies at temperatures greater than 120* F.